Controlling apparatus for electric motors.



Patented Feb; 4, I902;

ZSheetw-Shogt l.

F. F. BRUSH. v CONTROLLING APPARATUSFOR'ELECTRIC MOTORS.

(Application filed Apr, 27, 1.901.)

in model.)

THE NORRIS PETERS vnmaufim, Wmqmu, D c.

' No. 692,779. Patented Feb-)4, I902. F. F. BRUSH. CONTROLLING APPARATUSFOR ELECTRIC MOTORS.

(Application filed Apr. 27 1901.) (No Model.)

2 Sheets-Sheet 2. I

UNITED STATES.

PATENT OFFICE."

FREDERICK FARNSWORTH BRUSH, OF NE\V YORK, N. Y., ASSIGNOR TO NIELS A.CHRISTENSEN, OF MILWAUKEE, WISCONSIN.

CONTROLLING'APPARATUS FOR ELECTRIC MOTORS.

SPEGI-FIGAEEION forming part of Letters Patent No. 692,779, datedFebruary 4, 1 902.

Application filed April 27,

To all whom, it may concern:

Be it known that I, FREDERICK FARNS- WORTH BRUSH, a citizen ofthe UnitedStates, residing at New York, in the county of New York and State of NewYork, have invented certain new and useful Improvements in ControllingApparatus forElectric Motors, of which the following is a specification,referencebeinghad to the accompanyingdrawings, forming a part thereof.

Thlsinvention relates particularly to a multiple-unit system of electricmotors.

The main objects of the invention are to stop and startthe'severalmotors in such a system indirectly by electromagneticswitches the operation of which is governed by a single automaticcontroller or by any one of a series of such controllers, according tovariations in fluid-pressure, to avoid the danger and objectionsincident to running'conductors together in thesame cable or in proximitywith each other for controlling the operation of independentelectromagnetic devices, particularly when they are employed inelectric-railway service,and generally to i m prove the construction andoperation of apparatus of this class.

It consists in a certain novel construction and arrangement of parts, ashereinafter particularly described, and pointed out in the claims.

For the purpose of illustration I have shown and described apparatusspecially designed for air-brake service on electric railways; but theinvention is applicable to other uses.

In the installation of my controlling apparatus for electric-railwayservice the equalizingwire is usually placed in a cable with otherconductors used in connection with the reversers and with the relayscontrolling pilot-motors which operate the controllers for stopping andstarting the propelling: motors of the cars. As heretofore connected andarranged in a multipleunit system, this equalizing wire may undercertain contingencies impart sufficient current to operate thecontrollingdevices of the propelling-motors, and thus occasionaccidents. This objection is overcome by the construction andarrangement of aphereinafter explained.

1901. Serial No. 57,661. on; new.

In the accompanying drawings like characters designate the same parts inthe several figures. i

Figure l is a diagram illustrating so much of the equipment of two carsas is essential to a clear understanding of the controlling apparatusfor multiple-unit service. Fig. 2 is alongitudinal section, on agreatlyenlarged scale, of the switch and operating magnets of one of theautomatic controllers or relays; and Fig. 3 is a detail view, on anenlarged scale, of one of the fluid-pressureoperated devices forcontrolling the circuits of the-controller or relay magnets.

Referring to Fig. 1, A and B designate the main'conductors by whichcurrent is supplied to both the propelling-motors (notshown) and to thecom pressor-motors, A bein the trolley or supply conductor and B theground or return conductor.

O O are the compressor-motors, which are connected on one side withthesupply-com ductor A and on the other side with contactpieces 1.ofelectromagnetic switches D D. Other contactpieces 2 of said switchesare connected with the return-conductor B'. One terminal of eachmain-switch magnet is connected with the supply-conductor A and theother terminalwith an equalizingorbalancing conductor E, which runsthrough the entire train and is provided between the cars with couplingse.

Switches of any suitable form and construcnets are deprived of current,the contactplates 3 drop against stops 4, and thereby open the circuitthrough the associated m0- tors.

F F are automatic controllers adapted to be operated by variations ofpressure to open and close switches or contacts by which the passage ofcurrent through the main-switch magnets D D is governed. Thesecontrollers, as well as the main electromagnetic switches, may be of anywell-known form and construction suitable for the purpose; Controllerslike those shown in the drawings as adapted for the purpose comprise, asgenerally shown in Fig. 1, a switch or circuit-breaker having fixedcontact-pieces 5 and movable contactpieces 6, two solenoid-magnets7 and8, which are arranged to operate the, movable contactpieces of saidswitch, maximum and minimum pressure contact-pieces 9 and 10, a pivotedcontact-arm 11, movable between said contact-pieces 9 and 10 andadapted'to be actuated by variations in fluid-pressure, and an auxiliarycircuit-breaker controlling the passage of current through one of saidmagnets and consisting of two contact-springs 12 and 13, adapted to beseparated by an insulating-strip 14, carried by the armature or core ofthe magnets 7 and 8. The magnets 7 and-8 and the switch orcircuit-breaker which they operate constitute, in effect, a relay, andfor convenience they may be so designated, and the arm 11,with thecontactpieces 9 and 10, forms a switch which maybe called the primaryswitch.

One terminal'of the magnet 7 is connected with the supply-couductor-Aand the other terminal with the pivoted contact-arm 11.

One terminal of the other magnet 8 is connected with fixedcontact-pieces 5 of the relay-switch and theother terminal with thecontact-arm 11. Another contact-piece 5 of said switch is connected withthe ground or return conductor B, and still another contactpiece 5 isconnected with the equalizing-wire E. The contact-spring 12 of theauxiliary circuit-breaker is connected with the ground or returnconductor B, and the contact-spring 13 is connected with theminimum-pressure contact-piece 10. The maximumpressure contact-piece 9is connected with the supplyconductor A.

The connections of the various parts of the apparatus with the mainconductors A and B may be reversed without change in results.

Referring to Fig. 2, which shows the relaymagnets and switch and theauxiliary circuitbreaker in detail, the movable contact-pieces 6, madein the form of spring-arms, are attached at one end to a rocking bar 15,which is provided with an arm 16, carrying a roller at its free end inthe path of an incline 17. The incline 17 is attached toaplate 18,mounted on the movable core 19, between the magnets 7 and 8, so thatwhen said plate and core are moved to the left by the magnet 8 theincline 17 will lift the arm 16 and disengage the contact-arms 6 fromthe contact-pieces 5. The bar is also provided with a depending arm 20,with which the plate 18 engages when I it is moved to the right by themagnet 7, thereby turning the contact-arms 6 down into engagement withthe contact-pieces 5. plate 18, besides the insulating-strip 14, car-:may be formed between them.

The

ries an insulating-strip 2], which is thrust between the contact-pieces5, and 6 when they are separated, thereby extinguishing arcs that Thestrip 14, the incline 17, and the arm 20 are so constructed and arrangedthat when the contactpieces 5 and 6 are in engagement with each otherthe contact-springs 12 and 13 will be separated, as shown in Fig. 2, andvice versa.

Referring to Fig. 3, which illustrates in detail, on a larger scale, theprimary switch, 22 is a curved spring-tube which is connected at one endby a pipe 23 with a reservoir (not shown) supplied with compressed airfrom the com prcssors-for the operation of the brakes. The free end ofthe spring-tube is connected by a link 2t and a segment-gear 25 with apinion 26 on the pivot-pin ot' the contact-arm 11. The contact-pieces 9and 10 are made adjustable, so as to vary the maximum and minimum limitsof the pressure to be maintained.

Each car is provided according to my invention with an air-compressor, areservoir connected with the discharge of the compressor, an electricmotor for operating the compressor, a main switch for controlling thesupply of current to said motor, an automatic controller for opening andclosing the circuit through the main-switch magnet according tovariations in the pressure produced by the compressor, and anequalizing-conductor for connecting the main-switch magnet withcorresponding magnets on other cars, so that a single automaticcontroller on any car will govern the operation of all the main switcheson several cars coupled in a train, and the several main switches willin turn control the operation of the associated compressor-motors eachindependently of the others.

The apparatus hereinbefore described operates as follows: When the fixedcontactpieces 5 of a relay-switch are connected by the contact-arms 6,as shown at the left in Fig. 1, circuits will be closed from theconductor A through all of the main-switch magnets D, theequalizing-conductor E, and the relayswitch to the return-conductor B. Acircuit will also be closed from the supply-conductor A through themagnets 7 and 8 in series and a part of the associated relay-switch tothe return-conductor B. The magnets D being energized close the mainswitches through the contact-pieces 1 2 and plates 3, thereby connectingthe compressor-motors C with both the main conductors A and B. In thiscondition of the apparatus the compressors will be operated by themotors and supply compressed air to the reservoirs on the several cars.As the pressure in the reservoirs rises the contact-arms 11 of all thecontrollers will be turned to the right, and when the contactarm 11 ofthe controller at the left (which is assumed to have control of theentire system) engages with the maximum-pressure contactpiece 9 it willshort-circuit and denergize magnet 7, leaving the magnet 8 incircuit andenergized, current passing from, the supplyconductorA throughcontact-piece 9, arm 11, magnet S, and relay-switch to the return-con:ductor 13.. The magnets will thereupon move the armature and core 18 and19 to the left, separate thecontact-pieces and 6, and withdraw theinsulating-strip 14 from the contact-- springs-12 and 13, allowing themto come together. This breaks the connection between thereturn-conductor B, and the equalizingconductor E, openingthe circuitsthrough the several. main-switch magnets D, which will thereupon releasethe contact-plates 3 and al-, low them to drop away from the contact-.pieces 1 and 2., The circuits, of the several ,compressor-motors arethereby opened and;

the compressors are simultaneously stopped, As the pressure falls in thereservoirs the contact-arms ll'will gradually turn to the left away fromthe maximum-pressure contactpieces 79.. No arc will-be formed by theseparation of these contacts, since the ground connection of thecontact-arm 11 through magnet 8 is brokenby the associated relayswitch.When the movable contact-arm 1lmain-switch magnets D on.theseveralconnectedcars engages the minim'mn-pressure contact-piece 10,current will pass from the supply-conductorA through the coil of magnet7, contact-arm 11, contact-piece 10, and the contact-springs 13 and 12of the'auxiliary circuit-breaker to the return-conductor B.

, Magnet '7 being thus energized, while. the op posing magnet 8remainsinert, will move the armature and core18 and 19 back to theright,

as shown at the left in Fig. 1, and turn the arms 6 of the associatedswitch into engagement with the contact-pieces 5, therebyclosing theconnection between the return-conductor B and the equalizing-conductorE. This closes the circuits of the several mainswitch magnets D, whichare thus energized and caused to close the circuits of the as-;

sociated compressor-motors through the contact-pieces 1 2 and plates 3.At the same time the circuit is closed through the magnets 7 and 8 ofthe dominating controller at the left, and the insulating-strip let-isthrust between and separates the associated contactsprings 12 and, 13,thereby breaking the connection between the minimumpressurecontact-piece 10 and the return-conductor B. The compressors beingstarted by the closing of the main switches, as above explained, delivercompressed air to the reservoirs and raise the pressuretherein, causingthe contact-arms 11 to turn back again toward the maximum-pressurecontact-pieces 9. In this way allthe electromagnetic switches D areoperated, and the compressor-motors are started and stoppedsimultaneously by one of the several automatic controllers. Theseparation of the contact-arms 11 from the contact-pieces 10 will notproduce arcs, be-

cause when such separationtakesplace the connections between saidcontact-pieces 1O andithe ground or return conductor B are all broken--by the associated auxiliary circuitloreakers. I That controller whichis adjusted to close the circuit at the highest minimum pressure will bebrought into service and will operate all the main-switch magnetsD andcontrol all the compressor-motors on the several cars, aslon gas it isin working. condition, in preference to other controllers which areadjusted to close the'circuit at a lower pres-.

sure.,. v

The coils of the main-switch magnets D are made of high resistance, sothat in case ofta cross between the equalizing-wire or its branchesaudan y of the other. wires contained withit in thesame cable orbranches of such wires the current that could pass by way of theequalizer or its branches through the controlling devices of thepropelling-motors would beinsufficient to operate them.

Pumps operated by motors controlledrac- 1 and close the circuits of vtherelay-magnets. of the automatic controller-which governs the t Thenumber and arrangement of the con- 1 tact-pieces through which thecircuits of. the relay-magnets areopened and closed, either byvariations in absolute pressure or in vac- .uum, may be ch anged-as, forexample, the maximum and minimum pressure contactpieces may be movablewhile the other contactisfixed.., y t, ,r t

Various, changes in the details of construction and arrangement of partsmaybe made within the spirit and intended scope ofmy invention withoutaifecting the principle or mode of operation of the apparatus.

I 'claimt 7 1. In controlling apparatus, the combination with mainconductors and an electric motor, of a main switch controlling themotorcircuit, a magnet for operating said switch,

a relay-switch in the circuit of the main-switch magnet, a magnet foroperating the relayswitch, and-a primary switch controlling the circuitof said relay-magnet and adapted to be operated by variations influid-pressure, substantially as described.

2. In controlling apparatus, the combination with main conductors and anumber of electric motors arranged in parallel, switches controlling thesupply of current to the several motors, magnets for operating saidswitches, and an automatic controller comprising a switch in the circuitof said several magnetsand means adapted tobe operated by variations influid-pressure for automatically opening and closing thecontrollerswitch, substantially as described.

3. I11 controlling apparatus, the combination with main supply andreturn conductors andan electric motor, of a switch controlling thesupply of current to said motor, a magnet for operating said switch, anequalizing-conductor for connecting said magnet with otherswitch-operating magnets, and an automatic controller adapted to openand close a connection between said equalizingconductor and one of themain conductors according to variations in fluid-pressure, substantiallyas described.

4. In controlling apparatus, the combination with main supply and returnconductors and an electric motor, of a switch controlling the connectionof said motor with one of said conductors, a magnet for operating saidswitch, having one terminal connected with the supply-conductor, anequalizing-conductor for connecting the other terminal of said magnetwith the corresponding terminals of other similar switch-operatingmagnets, and an automatic controller adapted to be actuated byvariations of fluid-pressure and to electrically connect and disconnectsaid equalizing and return conductors, substantially as described.

5. In controlling apparatus, the combination with main conductors and anelectric mo tor, of a main switch controlling the supply of current tosaid motor, a magnet foroperating said switch, a magnetic relaycomprising a switch controlling the passage of current through themain-switch magnet and two magnets for operating the relay-switch, aprimary switch having maximum and minimum pressure contact-pieces andadapted to be operated by variations of fluid-pressure and to controlthe supply of current to the relay-magnets, and an auxiliary switchcontrolling a connection between one of the contacts of the rimar Yswitch and the return conductor and adapted to be operated by saidrelay-magnets, substantially as described.

6. In controlling apparatus, the combination with an electric motor andmain conductors, of a switch controlling the supply of current to saidmotor, a magnet for operating said switch, an equalizing-conductor forconnectingsaid magnetwith othersimilar switchoperating magnets, anautomatic controller comprising a relay-switch governing the passage ofcurrent through said equalizing-conductor and the maiu-switch-operatingmagnets connected thereby, a primary switch having maximum and minimumpressure contact-pieces and a movable contact-piece adapted to beactuated by variations of fluid-pressure, two magnets for operating therelayswitch, one terminal of each of said relaymagnets being connectedwith the movable contact-piece of the primary switch, the remainingterminal of one magnet with one of the main conductors and the remainingterminal of the other magnet with a contact of the relay-switch, themaximum-pressure contact-piece of the primary switch being connectedwith one of the main conductors and the minimum-pressure contact-piecebe ing connected through an auxiliary circuitbreaker operated by therelay-magnets, with the other main conductor, substantially asdescribed.

In witness whereof I hereto atlix my signature in presence of twowitnesses.

FREDERICK FARNSWORTII BRUSH.

\Vitnesses:

JEAN DE TRAZ, EDWARD P. MACLEAN.

